| FM H-24-66 Train Master | |
| Powertype: | Diesel-electric |
| Builder: | Fairbanks-Morse |
| Builddate: | April 1953–June 1957 |
| Totalproduction: | 127 |
| Aarwheels: | C-C |
| Trucks: | Baldwin-style Commonwealth |
| Length: | 66feet |
| Locoweight: | 375000lb |
| Primemover: | FM 38D-8 1/8 |
| Enginetype: | 12-cylinders, Opposed piston two-stroke diesel |
| Aspiration: | Roots blower |
| Displacement: | 12443cuin |
| Tractionmotors: | 6x WE 370DE2 DC traction motors (standard) 6x GE 752 DC traction motors |
| Cylindercount: | 12 |
| Cylindersize: | 8.125x |
| Transmission: | Diesel-electric |
| Maxspeed: | 65mph / 80mph |
| Poweroutput: | 24002NaN2 |
| Tractiveeffort: | 1120001NaN1 |
| Locobrakes: | 24RL air, Dynamic |
| Trainbrakes: | Air |
| Locale: | North America |
The H-24-66, or Train Master, was a diesel-electric railroad locomotive produced by Fairbanks-Morse and its licensee, Canadian Locomotive Company. These six-axle hood unit road switchers were deployed in the United States and Canada during the 1950s.
They were the successor to the ultimately unsuccessful Consolidated line of cab units produced by F-M and CLC in the 1950s. Each locomotive produced 2,400 horsepower (1.8 MW). In common with other F-M locomotives, the Train Master units employed an opposed piston prime mover. It rode on a pair of drop-equalized three-axle "Trimount" trucks, giving it a C-C wheel arrangement.
Advertised by Fairbanks-Morse as "the most useful locomotive ever built" upon its introduction in 1953, the 2,400-horsepower (1.8 MW) H-24-66 Train Master was the most powerful single-engine diesel locomotive available at the time, legendary for its pulling power and rapid acceleration. No competitor offered a locomotive with an equal horsepower rating until the ALCO RSD-7 entered production in January 1954. EMD followed suit later in July 1958 with the SD24, and GE introduced their U25C in September 1963.
While some railroads saw advantages in the Train Master's greater power, others thought the unit had too much horsepower. Other drawbacks were the difficulties inherent in maintaining the opposed-piston engine, inadequacies in the electrical system, and a higher-than-normal consumption of cooling water. All these contributed to poor marketplace acceptance of the Train Masters—and ultimately the departure of F-M and CLC from the locomotive business.
Three carbody variants were produced. Phase 1a units had air intake louvers in a continuous line along the top of the long hood and a wide separating strip between the radiator fans. Phase 1b had a "dip" in the long hood handrails that allowed them to better follow the profile of the side walkways. Phase 2 units had fewer air intake louvers, with large gaps separating them, and the radiators themselves were divided by a tiny metal strip.
| Railroad | Quantity | Road numbers | Notes | |
|---|---|---|---|---|
| Fairbanks-Morse (demonstrator units) | 4 | TM-1 - TM-4 | TM-1 & TM-2 to Wabash Railroad 550–551; TM-3 & TM-4 to Southern Pacific 4800–4801/3020–3021 | |
| Canadian National Railway | 1 | 3000 | Later renumbered 2900. | |
| Canadian Pacific Railway | 1 | 8900 | Only CPR Train Master built by FM (not CLC). Delivered with a single steam generator. Remaining (twenty) CPR Train Masters (8901-8920) built by CLC (see below). | |
| Central Railroad of New Jersey | 13 | 2401–2413 | ||
| Delaware, Lackawanna and Western Railroad | 12 | 850 - 861 | to Erie Lackawanna Railroad 1850–1861 | |
| Pennsylvania Railroad | 9 | 8699 - 8707 | to Penn Central 6700–6708 | |
| Reading Company | 17 | 800 - 808, 860 - 867 | ||
| Southern Pacific | 14 | 4802 - 4815, 4800-4815 | Renumbered 3020 - 3035 in 1965 | |
| Southern Railway (CNO&TP) | 5 | 6300 - 6304 | ||
| Virginian Railway | 25 | 50 - 74 | to Norfolk and Western Railway 150–174 | |
| Wabash Railroad | 6 | 552 - 554, 552A - 554A | Renumbered 552–557 | |
| Total | 107 |
Only one Train Master locomotive has survived intact: former Canadian Pacific Railway (CPR) H-24-66 #8905, which is now owned by the Canadian Railroad Historical Association, which operates the Canadian Railway Museum in Saint-Constant, Quebec.
Some former Virginian Railway Train Masters were rebuilt into slugs by the Norfolk and Western Railway; they survived well into Norfolk Southern service. One is preserved at the Reading Railroad Heritage Museum in Hamburg, Pennsylvania.